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K. F. N YSTROM. FRICTION DRAFT RIGGING. APPLICATION FILEDYFJULY 1, I918 Patented May 13, 1919.

'INVEN TOR Karl 1'. yam/,1- JA QA' A TTOR W I TNESSZ'S: I wa l l li w wll lfildItL l l'lffl ll tlllld, ill? lllUldTlt-EAL, QUEBEC, GANAIDA, llSEltrliUl-t TU Wii'lhlfalifllllll flllllililllllilit,

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. jl fitlfllg flflfi Specification of letters Patent.

' Application tiled July 1, 1918.

To all whom it may concern:

Be it known that l, KARL F llrsrnoi/r, a subject ofthe King; of Sweden, residing at Montreal, in the Province .of Quebec and Dominion of Canada, have invented a certain new and useful lmprov ement in Friction Draft-Rigging, of which the following" is a full, clear, concise, and iract doscription, reference losing" had to the accompany ing drawing-s, forming a part of this specification.

This invention relates to improvements in friction draft rigging.

Une object of the invention is to provide a relatively cheap friction gear for railway draft riggings wherein the usual casing or 'housip; for the spring formed integrally with the shell, is eliminated.

Another and more specific OlOJGClI of the invention is to provide a friction gear for :railway draft ri ings wherein one of the ill) k shock absorbing springs is utilized as a column member to resist movement of the friction shell after a predetermined limited amount.

In the drawing forming a part of this specification, Figure l is a horizontal, sectional view of a portion of a railway draft rigging showing my improvements in connection therewith. Figs. 2 and 3 are vertical, transverse, sectional views taken on the lines 2-2 and .3-8, respectively of Fig. 1.-

ln said drawing, lll--l0 denote channel or center draft sills of a railway car, to the inner facesof which are secured the well known form ofrear stop lugs llll. Also secured to'thc innerfaces of said sills are front stop castingsfl2-12 having'main f ont shoulders l3-l8, auxiliary front shoulders l l-1.4lfor the friction shell, and limiting stop shoulders 15-15. Th draw bar 16 is operatively connected to the shock absorbing mechanism proper by a vertical yoke 1'? of well known form and said yoke together with .theother parts of the mechanism inclosed there'within is supported by a detachable saddle plate 18.

The shock: absorbing mechanism'proper, as shown, includes a relatively short friction shell 1.9, a plurality of friction shoes 20, wedge 21, front follower 22, rear follower 52%, outer spring 24:, intermediate spring 25 and inner spring 26. in addition, there are the nell known antiafriction rollers 2i inter-- Patented llllay llidl, fierial No. season posed between the wedge and shoes 20, a retaining bolt 28 and a small washer 29.

its clearly evident from an inspection. of Fig. 1, the friction shell 19, at its inner end, is provided with laterally extended relatively heavy shoulders 30* which normally engage the auxiliary front stops Li M. The shoulders 30 are normally spaced from the limiting stops 15 a distance corresponding to the permissible compressive movement of the spring 24, so that, the shell 19 will he limited in its inward movement simultaneously by the limiting steps 15 and the spring 2% just as the latter goes solid but before it can he compressed injuriously or beyond its elastic limit. As apparent from theforegoing, ,the springs; 2d hears at its forward end against the shell 19 so as to yieldingly resist movement of the latter for tili till

tion elements including the friction shell,

will move rearwardly as a unit without frictional action and all of the three springs 24:, 25 and 26 simultaneously compressed until the shell 19 engages with the limiting stops 15 and the spring becomes solid and acts as a column member against further movement of the shell. Thereafter, continued inward movement of the draw bar and follower 22 will actuate the friction elements 20 and 21 with respect to the friction shell 19. In this manner, I obtain a relatively high spring capacity only during the preliminary limited movement of the shell 19 during which all three springs are utilized and thereafter obtain a higher resistance hecause of the action of the friction elements. In draft, it is evident that the friction shell 19 will be held stationary and no true frictional capacity is obtained. However, in the draftaction, all three springs are again compressed simultaneously so as to obtain the high spring capacity, which action continues until the spring 24L becomes solid. With the arrangement and action described, it is evident that l obtain the necessary high capacity under hull? with the lighter capacity under draft. Furthermore, the construction enables me to do away with the usual spring casing or cage formed integrally with the friction shell and therefore the shell may be made much cheaper than the combined casting heretofore employed. This effects a material saving both in initial cost and in the case of repairs. Furthermore, the spring 24: which is substituted for the casting provides additional spring capacity and becomes a shock absorbing element in replacing' the usual spring casing that serves merely the function of a column.

Although I have herein shown and described what I now consider the preferred manner of carrying out the invention, the

same is merely illustrative and I contemplate all changes and modifications that come within the scope of the claims appended hereto.

I claim:

1. In a draft rigging for railway cars, the combination with draft sills and front and rear stop means, of a friction shell movable in buff and stationary in draft, spring means for yieldingly resisting the movement of during a part only of the buffing action and a part only of said springs for the entire bufiing action.

3. In a draft rigging, the combination with draft sills and front and rear stop means, of a front follower, a rear follower, a relatively short friction shell located between said followers, means for holding said shell stationary under draft, said shell being movable rearwardly under buff for a limited distance, friction elements cooperable with said shell, a spring interposed between said shell and the rear follower and yieldingly resisting. moven'ient of the shell for said limited amount, and additional spring means interposed between said friction elements and the rear follower.

4:. In a draft rigging, the combination with draft sills having front main stops, front auxiliary stops and rear main stops, of a front follower cooperable with the front main stops, a rear follower cooperable with the rear main stops, a friction. shell having shoulders cotiperable with said auxiliary front stops, said shell having a limited inward movement under buff, a spring interposed between said shell and the rear follower and adapted to be compressed for a limited distance under both buff and draft, friction elements codperable with the shell, and another spring interposed between said elements and the rear follower and adapted to be compressed simultaneously with the first named spring and for the same amount under draft.

In witness that I claim the foregoing I have hereunto subscribed my name this 19th day of June, 1918.

KARL F. NYSTROM. 

